Truck for railway-cars



G. J. CAPEWELL.

TRUCK FOR RAILWAY CARS.

(Application filed Dec. 22, 1897.)

(No Model.) 4 Sheets-Sheet I.

No. 609,779. Pateted Aug. 30, |898.

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No. 609,779. y Patented Aug. 30, i898.

G. J. CAPEWELL.

TRUCK FOR RAILWAY CARS.

\App1icaton filed Dec. 22. 1897.) (No Model.)

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Je. QAPEWELL TRUCK EUR RAILWAY CARS.

(Application le Dec. 22, 1897.)

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(Application led Dec. 22, 1897.)

Patented Aug. 30, |898.

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PATENT OFFICE.

GEORGE J. CAPEVELL, OF HARTFORD;CONNECTICUT.

TRUCK FoR `RAII vr/AY-CVARS.

SPECIFICATION forming part of Letters lEatent N o. 609,779, dated August 30, 1898.

Application filed December 22, 1897.V Serial No. 662,984. (No model.)

To @ZZ whom t may concern:

Beit known that I, GEORGE J. CAPEWELL, a citizen of the United States,residing at Hartford, in the county of Hartford and State of Connecticut, have invented certain new and useful Improvements in Trucks for Railway- Cars, of which the following is a Specification.

This invention relates to a railway-car truck constructed totravel on a single central-rail track, but which can also travel on a standard-gage two-rail track.

The object of the invention is to provide a comparatively simple and durable' truck which will travel easily, smoothly, and noiselessly either on the single-rail track or on theV two-rail track or from one to the other without transmitting the vibrations and jar incident to uneven or rough track to the'car built upon the truck.

The embodiment of the invention illustrated by the accompanying drawings has a centrally-arranged flat-tread traction-wheel with an axle that supports a motor-frame and is provided with friction-pulleys, in contact with which are friction-pulleys that are driven from the armature of a motor that is carried by the motor-frame, which motor-frame yieldingly supports the truck-frame, that is provided with yokes which carry ordinary flanged traction-wheels, also friction-pulleys that transmit rotary motion from the frictionpulleys borne by the motor-frame to the 'flanged traction-wheels, which are employed as drivers, and retaining-wheels that keep the truck on the track When traveling on the sin gle central rail, as more particularly hereinafter deseribethand pointed out in the claims.

Of the drawings, Figure l is `a View illustrating the use of a truck that embodies the invention. Fig. 2 is a plan of a truck that embodies the invention. Fig. 3 is a side ele. vation of the same with the side wall of the truck-frame removed to show the organization. Fig. et is a plan of the motor-frame with the motor and connected parts removed from the truck-frame. Fig. 5 is a plan of the truck-frame and connected parts with the motor-frame and its supports removed. Fig. 6 is an end elevation with the end wall of the truck-frame removed, and Fig. 7 is a detail plan of one of the iianged traction-wheels and the yoke which connects it with the truck-frame.

The truck illustrated has but a single central flat traction-wheel 1,' but there may be more than one of these wheels,'arranged in 'line one behind the other, if desired. Two

of the trucks shown are required for a car. However, if there were two flat-faced traction-wheels arranged a sufficient distance apart one of these trucks would support a car. Thisiiat-faced traction-wheel is mounted upon an axle 2, that near its ends is connected withthe walls of a motor-frame 3.

YThe motor-frame shown isrectangular in plan and has side walls 3l and end walls 32,

wall-plates support the flat-faced tractionwheel axle 2, Figs. 3, et, and 6.

Mounted upon the axle 2, between the side plates 3l and brace-plates 33, and connected with the traction-wheel l are flat-faced friction-pulleys A vertically-alan ged bed-plate 5 of any suitable cross sectional shape extends transversely of the motor-frame and is secured to the inside of one end wall in any common manner. A pivot 5l hinges to the lower edge of this bed-plate a vertically-arranged hingeplate 6, and a pivot 6l hinges to the upper edge of the plate 6 one end of the motor-supporting yoke 7. This yoke extends substantially horizontal, and between its arms supports an electric motor 8, Figs. 3 and 4.

The motor is thus supported on one side by this double hinge formed by hinging the motor-yoke to the upper edge of the hinge-plate, which at the lower edge is hinged to the bedplate. The other side of themotor is yieldingly supported by springs 91, that are placed between the upper and lower faces of the corners of the motor-yoke and the inner faces of brackets 9, that are attached toand extend upwardly and downwardly from the inside walls of the brace-plates 33, Figs. 3 and 4.

The armature-shaft S1 of this motor passes IOO through bearings formed in the side arms of the yoke 7 and extends through openings in the brace-plates 33. Outside of the braceplates the armature-shaft bears friction-pulleys 10, Fig. 4. Between the pulleys 10 on the ends of the armature-shaft and the pulleys 4 on the axle of the traction-wheel 1 are pulleys 11. The shafts of these intermediate pulleys 11 are held in bearings formed in blocks 30, that are loosely placed in openings in the side plates 31 and brace-plates 33 of the motor-frame, Fig. 3.

The rotation of the armature transmits power from its shaft through the pulleys 10 and the intermediate pulleys 11 to the pulleys 4, connected with the flat-faced tractionwheel 1. The axle of the traction-wheel 1 is held fixed in the wall-plates and brace-plates, so that the pulleys 4, connected with the traction-wheel, while free to rotate, have no rectilinear movement. The motor-yoke is supported by the double hinge on one side and by the springs on the other side, so that the pulleys 10 on the armature-shaft motor may have a slight oscillation up and down on the pivots of the hinge as the supporting-springs yield. However, any tendency of the motoryoke to oscillate upwardly lon the pivot 61 shortens the distance between the axes of the pulleys 10 and the axes of` the pulleys 4 on the xed axle, and the same is true when the yoke tends to oscillate downwardly on the pivot 5l. As the bearings for the pulleys 11 are loosely supported any tendency to oscillate of the motor-yoke and shortening of the distance between the axes of the pulleys 10 and the. pulleys 4 is not resisted by the pulleys 1l. As the distance between the axes is shortened the pulleys 11 are forced forward and are free to slide so as to cause them to bite or impinge more tightly against the peripheries of the pulleys 4. The minimum necessary amount of friction is exerted between the pulleys 4, 10, and 11 when the axes are in the same plane, and any movement of thepulleys 10 out of that plane causes the -friction between the peripheries of thepulleys to increase.

' The truck-frame is formed of verticallyarranged sheet-metal side plates 35, that are somewhat longer at the bottom than at the top. These side plates are joined at the ends in the plane of the shortest part of the plates by end plates 36, that extend from side to side. Extending each side of the middle and parallel with the lower portions of the outside plates are inside plates 37, and these lower inside plates and the lower portions of the outside plates are joined at the ends by plates 38, yFigs. 3 and 5.

A pivot-shaft 12 extends through an opening in the motor-frame and through hubs 13, secured to the inner faces of the outside walls near one end of the upper portion of the truck-frame. The opening for this pivotshaft through the motor-frame is elongated vertically, allowing a slight up-and-down movement of the motor-frame. In order to prevent vibration and jar and yet permit the desired independent movement between the truck-frame and this end of the motor-frame, cushions 14, preferably of rubber, are inserted between the lower edges of the motor-frame and brackets l5, secured to theinside of the end wall of the truck-frame, and between the upper edges of the motor-frame and an I-beam 150, that extends across the truck-frame from side wall to side wall near the upper edge. Mounted upon the plate 34,that extends across the top of one end of the motor-frame, are springs 16, and one end of the truck-frame is supported by these springs, a plate 40 being arranged across the top of the truck-frame for this purpose. The flat traction-Wheel when running upon a wide-tread flat rail supports the motorframe,which, through the medium of the interposed upper cushions 14 at one end and springs 16 at the other end, supports the truck-frame, Fig. 3.

The flanged traction-wheels 17 are arranged the necessary distance apart to enable them to travel upon the standard-gage two-rail track as now built. Each of these wheels is mounted upon a short axle 18, which axle is connected with a yoke 19, that at one end is provided with trunnions 180, that pass into and pivotally join the yoke with the outer walls and inner brace -walls of the truckframe. At the other end each yoke is yieldingly connected with the truck-frame by means of a rod 20, that loosely passes through a perforation ina part of the yoke, and a spring 21, that is on the rod between a part of the yoke and a hub 39, secured to the side Walls of the truck-frame, Figs. 3 and 7.

This manner of connecting the flanged traction-wheels allows the truck-frame a vertical movement independently of these wheels, and it also allows the wheels to oscillate vertically independently of the truck-frame, so that they can, if the track is rough or uneven, conform to the contour without transmitting jar to the truck-frame.

Friction-pulleys 22 are mounted upon the sames axles with and are connected to the flanged traction-wheels, and interposed between these pulleys and the pulleys 4 on the axle upon which is the -traction-wheel 1 are intermediate friction-pulleys 23. These latter pulleys are loosely retained in position by yokes 24, that are pivotally connected with the lower portions of the outer and inner walls of the truck-frame.

Supported by vertically-arranged bearings secured to the end walls of the truck-frame each side of the middle, at both ends, are vertically-arranged shafts, to which are secured retaining-wheels 25. These wheels have vertically-extending tread-faces that are adapted to run against side rails secured to the structure that supports the central rail when the traction-wheel 1 is running on a centralrail track, and the flanges on these retainingwheels prevent the truck from jumping up,

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so that the flat-faced wheel cannot get olf the central rail.

The car can be connected with this truck by any common form of pivot 26 and other connections that are necessary and usual. The car shown is a special forni constructed for this truck and is dropped down between the trucks which support it, in order that the body may hang low, while the end over the truck in which the motor-operator is stationed is higher than the body of the car in which the passengers are accommodated. Y

This car can be run on a single-track elevated structure built for the purpose. It can also be run on the ordinary standard-gage tWorail track in existence at the present time, and it can be switched from one to the other of these tracks, as desired.

When the truck is traveling on an elevated central-rail track, the flat-faced tread-wheel is prevented from moving sidewise from the rail, and also from moving up and down sufficiently to jump the track, by the verticallyarranged retaining-wheels,which bear against the sides of the track. When running on this track, the power of the motor is transmitted from the armature-shaft through the frictionpulleys 10 and ll to the pulleys 4, that are connected with the flat-faced traction-wheel. With this central wheel on the single rail the weight of the truck-frame and car upon the truck-frame is supported by the springs 16 and cushions 14, so that the truek-frame and car can move vertically independently of the motor-frame with the motor, pulleys, and traction wheel, `according to the varying weight of the load in the car, and so that the traction-wheel can move vertically without transmitting jar to the truck-frame and car should the track be uneven and rough.

lVhen the truck runs from the single-rail to the ordinary two-rail track, the iianged Wheels support thel load and the power is transmitted -froni the pulleys i through the pulleys 22 and 23 to the anged wheels, which are employed as drivers. Should the tworail track be uneven or rough, the pivoted yokes allow the flanged wheels to oscillate vertically and the springs 21 absorb motion and vibration. The iianged traction-wheels are not revolved when the dat-tread tractionwheel is traveling on the central rail, for these wheels drop down a slight distance and allow the pulleys 23 to separate from contact with the pulleyawhen they are not supported by the rails of a track.

With the tie-beams that join the tops of the side walls of the truclrframe removed the motor-frame can be removed from or inserted in place at will by drawing out the shaft that connects the truck frame and the motor frame. The motor is free to drive the differ ent traction-wheels according to the princi ples laid down in my application and is secured in such manner that it is not subjected to violent vibration or jar, and the wheels can all move independently of the truck-frame, so that the car mounted upon the truck-frame will ride smoothly and easily.

I claim as my invention- 1. In arailway-car truck, in combination, an upper central traction-wheel adapted to run on a single raised-rail track, a motorirame supported by the traction wheel, a truck-frame connected with the motor-frame, side bearing retaining-wheels borne by the truck-frame, lower side traction-wheels connected with the truck-trame and adapted to run on a two-rail track that is lower than the centralrail track, and a motor with gearing connections arranged to drive both the upper central and the lower side traction-wheels, substantially as specified.

2. In a railway-car truck, in combination, a traction-wheel, a motor-frame supported by the traction-wheel, a motor movably hung in the motorframe, gearing between the motor and the traction-wheel, and a truck-frame supported by the motor-frame, substantially as speciiied.

3. In a railway-car truck, in combination, a traction-wheel, a motor-frame supported by the tractionwheel, a motor movably hung in the motor-frame, gearing between the motor and the traction-wheel, and a truck-frame supported by yielding connections mounted on the motor-frame, substantially as specified.

4. In a railway-car truck, in combination, a traction-wheel, a motor-frame supported by the traction-wheel, a motor movably hung in the motor-frame, and a truck-frame joined by a pivotal connection with one end of the motor-frame and joined by springs with the other end of the motor-frame, substantially as specified.

5. In a railwaycar truck, in combination, a central-rail traction-wheel, a motor-frame supported by this traction-wheel, a motor sup ported by the frame, frictiomgearing between the motor and this traction-wheel, side traction-wheels, and friction-gearing between the central traction-wheel and the side t-ractionn wheels, substantially as specified.

6. In a railway-car truck, in combination, a central-rail traction-wheel, a motor-frame supported by this traction-wheel, a motor hung in the motor-fra1ne, frictiongearing between the motor and this central tractionwh'eel, a truck-frame supported by the motorframe, and retaining-wheels supported by the truck-frame, substantially as specified.

7. In a railway-car truck, in combination, a central-rail traction-wheel, a motor-frame supported by this traction wheel, a motor hung in the motor-frame, friction-gearin g between the motor and this traction-wheel, a truck-frame supported by the motor-frame, side traction-wheels, yokes supported by the side traction-wheels, and pivotal connections between the yokes and the truck-frame, substantially as specified. l

S. In a railway-car truck, in combination,

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a central-rail traction-wheel, a motor-frame supported by this traction-wheel, a motor hung in the motor-frame, friction-gearing between the motor and this traction-wheel, a truck-frame, cushions between the truckframe and one end of the motor-frame, springs between the truck-frame and the other end of the motor-frame, side traction-wheels, yokes supported by the side traction-Wheels, and pivotal connections between the yokes and the truck-frame, substantially as specified.

9. In a railway-car truck, in combination, a central-rail traction-wheel, a motor-frame supported by this traction-wheel, a motor movably hung in the motor-frame, frictiongearing between the motor and the central traction-wheel, a truck-frame, yielding connections between the motor-frame and the truck-frame, side traction-wheels, pivotal connections between the side traction-Wheels and the truck-frame,f riction-gearing between the central-rail traction-wheel and the siderail traction-wheels, and retaining-wheels supported by the truck-frame, substantially as specified.

10. In a railway-car truck, in combination, a traction-wheel, a motor-frame supported by the traction-wheel, a motor supported by the motor-frame, frictiongearing between the motor and the traction-Wheel, a truck-frame, pivotal connections between the tractionwheel and the truck-frame, and pivotal connections between the motor-frame and the truck-frame, substantially as specified.

l1. In a railway-car truck, in combination, a central traction-wheel adapted to run on a raised sin gie-rail track,tractionwheels adapted to run on a double-rail track that is lower than the single-rail track, a truck-frame supported by either the single-rail traction-wheel or the double-rail traction-wheels, depending upon the track that is being used, retainingn wheels supported by the truck-frame and arranged to bear against the sides of the single rail, a motor-frame in the truck-frame, and a motor supported by the motor-frame for rotating the traction-wheels, substantially as specied.

12. In a railway-car truck, in combination, a central traction-wheel adapted to run on a raised sin gie-rail track,tractionwheels adapted to run on a double-rail track that is lower than the single-rail track, a truck-frame supported by either the single-rail traction-wheel or the double-rail traction-wheels, depending upon the track that is being used, a motorframe in the truck-frarne, a motor supported by the motor-frame, and gearing between the motor and the upper single and lower double traction-wheels, substantially as specified.

GEORGE J. CAPEWELL. Witnesses: HARRY R. WILLIAMS,

E. W. FOTHERGILL. 

